Power control systems for autonomous vehicles

Abstract

An autonomous vehicle includes a power control system or power management system for controlling or actuating steering and braking systems of the vehicle and / or other electronic components of the vehicle. The power control system can include a primary power control system contained within a primary equipment housing and a secondary (redundant) power control system contained within a secondary equipment housing. The primary equipment housing (and the primary power control system housed therein) can be mounted within the vehicle at a location proximate to a first side of the vehicle. The secondary equipment housing (and the secondary power control system housed therein) can be mounted within the vehicle at a location that is closer to a longitudinal axis of the vehicle than the primary equipment housing.

Description

POWER CONTROL SYSTEMS FOR AUTONOMOUS VEHICLESCROSS-REFERENCED TO RELATED APPLICATION

[0001] This application claims the benefit of Indian Patent Application No. 202311058647, filed September 1, 2023, which is incorporated by reference herein.FIELD

[0002] This disclosure generally relates to autonomous motor vehicles and power control systems in autonomous motor vehicles.BACKGROUND

[0003] Autonomous vehicles typically include a power control system or power management system for controlling or actuating steering and braking systems of the vehicle and / or other electronic components of the vehicle. For example, the power control system can receive sensor signals from sensors mounted on or within the vehicle and / or signals from a computerized controller, and, based thereon, control or actuate the steering and braking systems to enable operation of the autonomous vehicle.SUMMARY

[0004] Described herein are autonomous motor vehicles that include a power control system or power management system for actuating and / or controlling power to steering and braking systems of the vehicle. The power control system can include a primary power control system housed or mounted within a primary equipment housing and a secondary power control system housed or mounted within a secondary equipment housing. The primary equipment housing (and the primary power control system housed therein) can be mounted within the vehicle at a location proximate to or at a first side of the vehicle. The secondary equipment housing (and the secondary power control system housed therein) can be mounted within the vehicle at a more centralized location than the primary equipment housing. For example, the secondary equipment housing (and the secondary power control system housed therein) can be closer to a vertical plane extending along a longitudinal axis of the vehicle than the primary equipment housing. In another example, an exterior surface of the secondary equipment housing can be offset from an exterior surface of the primary equipment housing in a direction toward a vertical plane extending along the longitudinal axis by an offset distance. The arrangement of the primary and secondary equipment housings within the vehicle can have advantages, such as, for example, minimizing a form, weight, length, orbulk of the vehicle, protecting the secondary power control system from a side impact on the vehicle, and / or improving safety of the autonomous vehicle.

[0005] In some examples, an assembly for adapting a vehicle having a steering system and a braking system to an autonomous vehicle can include a first equipment housing, a first power control system contained within the first equipment housing and configured for communication with the steering system and the braking system, a second equipment housing, and a second power control system contained within second equipment housing and configured for communication with the steering system and the braking system.

[0006] In some examples, an assembly for adapting a vehicle having a steering system and a braking system to an autonomous vehicle can include a primary equipment housing, a primary power control system contained within the primary equipment housing and configured for communication with the steering system and the braking system, a secondary equipment housing, and a secondary power control system contained within secondary equipment housing and configured for communication with the steering system and the braking system.

[0007] In some examples, the vehicle can further include a first rail and a second rail that extend parallel to a longitudinal axis of the vehicle, a battery housing coupled to the first rail, and a cab attached to the chassis, the cab having a front side defining a front end of the vehicle and a rear side opposing the front side.

[0008] In some examples, the primary equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and below the battery housing such that the primary equipment housing is offset from the longitudinal axis of the vehicle in a lateral direction and closer to the first rail than the second rail.

[0009] In some examples, the secondary equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and extend over the first rail and the second rail.

[0010] In some examples, a power control assembly for an autonomous vehicle including a steering system and a braking system can include a primary equipment housing and a secondary equipment housing.

[0011] In some examples, the autonomous vehicle includes a chassis comprising a first rail and a second rail that extend parallel to a longitudinal axis of the autonomous vehicle, and a cab attachedto the chassis, the cab having a front side defining a front end of the vehicle and a rear side opposing the front.

[0012] In some examples, the primary equipment housing can be coupled to the chassis behind the rear side of the cab.

[0013] In some examples, the primary equipment housing can be offset from the longitudinal axis in a lateral direction such that the primary equipment housing is closer to the first rail than the second rail.

[0014] In some examples, a primary power control system can be received in the primary equipment housing.

[0015] In some examples, the primary operation system can include a first power distribution module configured to actuate the steering system and the braking system, and a first DC / DC converter in communication with the first power distribution module and configured to charge a first battery.

[0016] In some examples, the secondary equipment housing can be coupled to the chassis behind the rear side of the cab, the secondary equipment housing extending over the first rail and the second rail.

[0017] In some examples, a secondary power control system can be received in the secondary equipment housing.

[0018] In some examples, the secondary power control system can include a second power distribution module configured to actuate the steering and braking systems, and a second DC / DC converter in communication with the second power distribution module and configured to charge a second battery.

[0019] In some examples, an autonomous vehicle can include a primary equipment housing and a secondary equipment housing.

[0020] In some examples, an autonomous vehicle can further include a steering system, a braking system, and one or more sensors, a chassis comprising one or more rails that extend parallel to a longitudinal axis of the autonomous vehicle, a cab attached to the chassis, the cab having a front side defining a front end of the autonomous vehicle and a rear side opposing the front side.

[0021] In some examples, the primary equipment housing can contain a primary power control system, and the primary equipment housing can be coupled to the chassis behind the rear side of the cab and at a first side of the one or more rails.

[0022] In some examples, the secondary equipment housing can contain a secondary power control system, and the secondary equipment housing can be coupled to the chassis behind the rear side of the cab and spaced inwardly relative to the primary equipment housing in a direction toward the longitudinal axis.

[0023] In some examples, the secondary power control system is a redundant power control system configured to operate the autonomous vehicle during inoperability of the primary power control system.

[0024] In some examples, an assembly and / or an autonomous vehicle can comprise one or more components as recited in claims 1-44 below.BRIEF DESCRIPTION OF THE DRAWINGS

[0025] FIG. 1 is a side view of an exemplary autonomous vehicle.

[0026] FIG. 2 is a rear perspective view of an exemplary autonomous drive assembly, including a steering system, a braking system, and a power network.

[0027] FIG. 3 is a rear perspective view of a portion of an autonomous vehicle located at the rear of a cab of the autonomous vehicle which includes an exemplary primary equipment housing, an exemplary primary battery housing, an exemplary secondary equipment housing, and an exemplary secondary battery housing.

[0028] FIG. 4 is a front perspective view of the portion of the autonomous vehicle shown in FIG. 5, with the cab removed for illustrative purposes.

[0029] FIG. 5 is a front perspective view of the primary equipment housing of FIGS. 3 and 4, showing front, top, and side panels of the housing.

[0030] FIG. 6 is a side perspective view of the primary equipment housing and the primary battery housing with one or more panels removed from a frame or platform of each of the housings.

[0031] FIGS. 7 A and 7B are top views of an exemplary primary power control system housing received within the primary equipment housing.

[0032] FIG. 8 is a rear perspective view of the secondary equipment housing of FIGS. 3 and 4, showing rear, side, and top panels of the housing.

[0033] FIG. 9 is a rear perspective view of the secondary equipment housing with the rear, front, top, bottom, and side panels removed from a frame of the housing.

[0034] FIG. 10 is a top perspective view of an exemplary secondary power control system received within the secondary equipment housing.

[0035] FIG. 11 is a side view of an exemplary securing member that can be used in the primary equipment house and / or the secondary equipment housing.

[0036] FIG. 12 is a first side elevation view the exemplary power control system for an autonomous vehicle, illustrating an exemplary trailer coupled to the vehicle and its turning radius.

[0037] FIG. 1 is a second side elevation view of the power control system, illustrating the trailer and its turning radius.

[0038] FIG. 14 is top plan view of the of the power control system, illustrating the trailer and its turning radius.

[0039] FIG. 15 is a bottom plan view of the power control system, illustrating the trailer and its turning radius.

[0040] FIG. 16 is a front elevation view of the power control system, illustrating the trailer and its turning radius.

[0041] FIG. 17 is a top plan view of a primary equipment housing, a primary battery housing, a secondary equipment housing, and a secondary battery housing of the power control system.

[0042] FIG. 18 is a rear elevation view of the primary equipment housing, the primary battery housing, the secondary equipment housing, and the secondary battery housing of the power control system.

[0043] FIG. 19 is a rear perspective view of the primary equipment housing, the primary battery housing, the secondary equipment housing, and the secondary battery housing of the power control system.

[0044] FIG. 20 is a front perspective view of the primary equipment housing, the primary battery housing, and the secondary equipment housing of the power control system.

[0045] FIG. 21 is a side elevation view of the primary equipment housing and the primary battery housing with one or more panels of each housing removed.

[0046] FIG. 22 is a rear perspective view of the primary equipment housing and the primary battery housing with one or more panels of each housing removed.

[0047] FIG. 23 is a front perspective view of the primary equipment housing and the primary battery housing with one or more panels of each housing removed.

[0048] FIG. 24 is a rear elevation view of the secondary equipment housing and the secondary battery housing, the secondary equipment housing having front, rear, top, and bottom panels removed.

[0049] FIGS. 25A-25D are perspective views of exemplary connectors for coupling of the primary battery housing and / or other components to the vehicle.DETAILED DESCRIPTIONExplanation of Terms

[0050] For purposes of this description, certain aspects, advantages, and novel features of the embodiments of this disclosure are described herein. The disclosed methods, apparatus, and systems should not be construed as being limiting in any way. Instead, the present disclosure is directed toward all novel and nonobvious features and aspects of the various disclosed embodiments, alone and in various combinations and sub-combinations with one another. The methods, apparatus, and systems are not limited to any specific aspect or feature or combination thereof, nor do the disclosed embodiments require that any one or more specific advantages be present or problems be solved. The scope of this disclosure includes any features disclosed herein combined with any other features disclosed herein, unless physically impossible.

[0051] As used in this disclosure and in the claims, the terms “power control system” can mean “power management system” or “autonomous vehicle control system.” The terms “power distribution module” can mean “intelligent power distribution module” or “power management module” or “power control module.” The term “control” can mean “actuate” or “transmit signals to” or “transmit commands to” or “closing or opening an electrical circuit” or “causing or stopping transmission of power to.”

[0052] As used in this disclosure and in the claims, the singular forms “a,” “an,” and “the” include the plural forms unless the context clearly dictates otherwise. Additionally, the term “includes” means “comprises.” Further, the terms “coupled” and “associated” generally mean electrically, electromagnetically, and / or physically (e.g., mechanically or chemically) coupled or linked and does not exclude the presence of intermediate elements between the coupled or associated items absent specific contrary language.

[0053] In the description, certain terms may be used such as “forward,” “front,” “rear,” “up,” “down,” “upper,” “lower,” “horizontal,” “vertical,” “left,” “right,” “first side,” “second side,” andthe like. These terms are used, where applicable, to provide some clarity of description when dealing with relative relationships. But these terms are not intended to imply absolute relationships, positions, and / or orientations. For example, with respect to an object, an “upper” surface can become a “lower” surface by turning the object over. Nevertheless, it is still the same object.

[0054] Similar components in different embodiments are described in the specification and illustrated in the figures with similar reference numbers for improved understanding and readability. However, it should be understood that this numbering convention is merely for convenience and is not intended to limit and / or exclude any claim scope.

[0055] Although there are alternatives for various components, parameters, operating conditions, etc., set forth herein, that does not mean that those alternatives are necessarily equivalent and / or perform equally well. Nor does it mean that the alternatives are listed in a preferred order unless stated otherwise.Overview of the Disclosed Technology

[0056] As discussed above, an autonomous motor vehicle (such as a car, truck, semi-trailer truck, etc.) typically includes power control system or power management system for actuating and / or controlling power to steering and braking systems of the vehicle based on sensor signals received from a sensor system of the vehicle and / or based on signals received from a computerized controller of the vehicle.

[0057] Continuous and predictable actuation and / or control of the steering and braking systems via the power management system is important for safe operation of the autonomous vehicle.

[0058] Accordingly, as disclosed herein, a power control system for an autonomous vehicle can include a primary power control system and a secondary power control system. In some examples, the secondary power control system can be a redundant power control system or power management system configured to control the steering and braking systems of the autonomous vehicle in the event of a malfunction or inoperability of or damage to the primary operation system, or where supplementary control of power and actuation is otherwise needed or advantageous. For example, if the autonomous vehicle experiences an impact that damages the primary power control system (such as, for example, being subjected to a side impact by another vehicle while on the highway), the secondary power control system can automatically take over control of power to or actuation of the steering and braking systems. In some examples, the secondary power control system can operate passively in the background while the primary power control system isoperating. In some examples, the secondary power control system can be in a lower power mode during normal operation of the primary power control system, and can be switched to an operational mode when it is determined or detected that operation of the primary power control system is compromised.

[0059] In some examples, the primary and secondary power control systems can operate cooperatively and / or in tandem. In some examples, the secondary power control system can control normal operation of the steering and braking systems and the primary system can be passively operated or maintained in a lower power mode until the secondary power control system is compromised (at which time the primary power control system can automatically take over control of power to or actuation of the steering and braking systems).

[0060] Each of the primary and secondary power control systems can include one or more power control modules and one or more power converters for charging a battery. In some examples, a power control module can be an intelligent power distribution module (iPDM) configured to receive signals from a sensor system and / or a computerized controller and transmit signals to actuate or control the steering and braking systems. In some examples, a power converter can be a DC / DC converter configured to convert 48V power to 12V power for charging a battery in communication with the respective power control system.

[0061] The primary and secondary power control systems can each be contained or mounted within an equipment housing attached to a chassis or frame of the autonomous vehicle. For example, a primary equipment housing can house the primary power control system and a secondary equipment housing can house the secondary power control system. In some examples, the primary equipment housing additionally houses a tertiary power control system that controls power to or operation of other electrical components of the vehicle, such as the headlights, cabin lights, starter, or other electrical components.

[0062] In some examples, the primary equipment housing can be mounted to a frame or rail of the chassis at a first location. For example, the primary equipment housing can be mounted to a frame or rail of the chassis behind the cab of the vehicle and can be laterally offset from a longitudinal axis of the vehicle toward a first side of the vehicle. In another example, the primary equipment housing can be mounted to a first rail of the chassis on a first side of the vehicle below a primary battery housing having a first battery (or series of batteries) disposed therein. The steering control system can be forward (closer to a front end portion of the vehicle) relative to the primaryequipment housing, and the braking control system can be rearward (closer to a rear end portion of the vehicle) relative to the primary equipment housing.

[0063] There can be advantages to positioning the primary equipment housing (and the primary power control system housed therein) at the first location. For example, at the first location, the primary power control system can be positioned for communication with each of the steering and braking systems. In another example, at the first location, the bulk of the primary and tertiary power control systems can be accommodated without undesirably increasing the form, size, or weight of the chassis.

[0064] In some examples, the secondary equipment housing can be mounted to a frame or rail of the autonomous vehicle chassis at a second location that is different from the first location. For example, the secondary equipment housing can be mounted to a frame or rail of the chassis behind the cab of the vehicle and can be laterally offset from the primary equipment housing, closer to a center of the vehicle relative to the primary equipment housing. In another example, the secondary equipment housing can be mounted to and extend over a first rail and a second rail of the chassis above a secondary battery housing having a second battery disposed therein. In other words, the secondary equipment housing can be more centrally located on the vehicle and / or can be closer to a vertical plane extending along longitudinal axis of the vehicle than the primary equipment housing. Similar to the primary equipment housing, the steering control system can be forward (closer to a front end portion of the vehicle) relative to the secondary equipment housing, and the braking control system can be rearward (closer to a rear end portion of the vehicle) relative to the secondary equipment housing.

[0065] There can be advantages to positioning the secondary equipment housing (and the secondary power control system housed therein) at the second location. For example, at the location second location, the secondary power control system can be positioned for communication with each of the steering and braking systems without interfering with the communication pathways (e.g., wiring) between the primary power control system and the steering and braking systems. In another example, the secondary power control system can have increased or improved protection from a side impact event and can thereby improve safe operation of the autonomous vehicle. For example, if another vehicle hits the first side of the autonomous vehicle while it is being operated on a highway and causes damage to the primary power control system, the secondary power control system can be protected from the effects of the side impact. In such examples, the secondary power control system can operate and / or control power and actuation ofthe steering and braking systems so that the autonomous vehicle can be safely operated even when the primary power control system is damaged or malfunctions or is inoperable, and / or where supplementary control of power and actuation is otherwise needed and / or advantageous.

[0066] Each of the primary and secondary equipment housings can include additional features or advantages. For example, the primary and secondary equipment housings can include one or more releasable panels at the top, bottom, rear, front, and / or side surfaces of the housing to enable access to a selected portion of the power control system contained therein and improve serviceability and maintenance of the primary and secondary power control systems. In another example, the primary and secondary equipment housings can include cooling system for the power control system contained therein. In another example, the primary and secondary equipment housings can be configured to enable specific orientations of components of the respective power control system, such as an orientation of the power control module(s) relative to the converter(s).

[0067] Also disclosed herein, is an assembly for adapting or converting a vehicle to an autonomous vehicle. In some examples, the assembly can include a first equipment housing (for example, a primary equipment housing having a primary power control system contained or mountable therein) and a second equipment housing (for example, a secondary equipment housing having a secondary power control system contained or mountable therein). In some examples, each of the primary power control system and the secondary power control system can be configured for and / or can include an interface for communication with one or more actuators of the vehicle (for example, a steering system and / or a braking system of the vehicle). In some examples, the primary equipment housing can additionally have a tertiary power control system contained or mountable therein, which can be configured for and / or include an interface for communication with other electrical components of the vehicle, such as the headlights, cabin lights, starter, etc.

[0068] In some examples, the secondary power control system can be a redundant power control system relative to the primary power control system and configured to control the steering system and / or a braking systems of the vehicle if the primary power control system is inoperable. In other examples, the primary power control system can be a redundant power control system relative to the secondary power control system and configured to control the steering system and / or a braking systems of the vehicle if the secondary power control system is inoperable. In other examples, the primary power control system and the secondary power control system can operate cooperatively and / or in tandem.

[0069] In some examples, the primary equipment housing can be configured to be coupled at a first side of the vehicle, such that the primary equipment housing extends below a battery housing of the vehicle and laterally outward relative to a first rail of the vehicle’s chassis. In some examples, the assembly further can further include a lower panel (for example, a platform or a tray) for the primary battery housing, and the lower panel can be configured to enable attachment of the primary equipment housing to and / or below the primary battery housing.

[0070] In some examples, the secondary equipment housing can be configured to be coupled to the first rail and a second rail of the chassis at a location behind a rear panel of the vehicle’s cab, such that the secondary equipment housing extends over the first and second rails and is closer to a vertical plane extending along longitudinal axis of the vehicle than the primary equipment housing. In some examples, the assembly can further include first and second vertical support members each configured to be coupled to one of the first or second rails at a first end thereof and to be coupled to a side panel or surface of the secondary equipment housing at a second end thereof.

[0071] It will be appreciated the primary equipment housing and power system and the secondary equipment housing and system of the assembly can further include one or more of the features power control system discussed above, as well as one or more of the features discussed below with reference to FIGS. 1-25D.Examples of the Disclosed Technology

[0072] FIG. 1 is a side view of side view of an exemplary autonomous vehicle 100 including a cab 102 mounted on a chassis 104 of the vehicle and front wheels 106 and rear wheels 108 coupled to the chassis 104. The cab 102 can define a front end 110 of the vehicle 100, and a rear end 112 of the vehicle 100 can oppose the front end 110. The rear end 112 of the vehicle 100 can be configured to have a trailer mounted thereto (as illustrated in FIGS. 12-16).

[0073] The autonomous vehicle 100 includes an autonomous driving system 101 for autonomous operation of the vehicle. FIG. 2 shows the autonomous vehicle 100 with the cab 102 and the chassis 104 removed to illustrate components of an exemplary autonomous driving system 101 within or in the interior of the vehicle. As can be seen therein, the autonomous driving system 101 can include a steering system 114 that is proximate to the front wheels 106 and the front end 110 of the vehicle, and a braking system 116 that is proximate to the rear wheels 108 and the rear end 112 of the vehicle 100.

[0074] In some examples, the steering system 114 can be a redundant steering system including a primary steering system 114a and a secondary steering system 114b. In such examples, the primary steering system 114a can be used for normal operation of the autonomous vehicle 100, and the secondary steering system 114b can control steering of the vehicle if there is damage to or a failure of the primary steering system or in a condition where supplemental steering is required or advantageous. In some examples, the braking system 116 can be a redundant braking system including a primary braking system 1 16a and a secondary braking system 1 16b. In such examples, the primary braking system 116a can be used for normal operation of the autonomous vehicle 100, and the secondary braking system 116b can control steering of the vehicle if there is damage to or a failure of the primary braking system 116a or in a condition where supplemental braking is required or advantageous. In the illustrated example shown in FIG. 2, each of the redundant steering system and the redundant braking system can have a similar arrangement or location of its secondary system relative to its primary system. For example, primary and secondary steering systems 114a, 114b can have a stacked arrangement in a front end portion of the vehicle and the stacked primary and secondary steering systems 114a, 114b can be laterally offset from a longitudinal axis Li-Li (i.e., a longitudinal centerline of the vehicle) toward a first side 118 of the vehicle 100. In another example, the primary and secondary braking systems 116a, 116b can have a side-by-side arrangement along the longitudinal axis Li-Li or along an axis parallel to the longitudinal axis Li-Li.

[0075] In some examples, the steering and / or braking systems 114, 116 can include fewer components (i.e., a single braking system or a single steering system) or additional components (i.e., a tertiary braking system or a tertiary steering system). In some examples, the steering and / or braking systems 114, 116 (or subcomponents thereol can have different arrangements within the autonomous driving system. For example, the primary and secondary steering systems 114a, 114b can be laterally offset from the longitudinal axis Li-Li toward a second side 119 of the vehicle 100.

[0076] Each of the steering systems 114 and the braking system 116 can be in communication with a power distribution network 120 (for example, a low voltage power network) via a system or network of electrical cables or wiring 122. The power distribution network 120 can be in further communication with one or more batteries 124 via the cables or wiring 122.

[0077] The autonomous vehicle 100 can further include a primary power control system and a secondary (redundant) power control system for controlling the power distribution network 120. For example, turning to FIG. 3, a rear view of a portion of the vehicle 100 shows a primary equipment housing 126 containing or supporting a primary power control system 128 and a tertiarypower control system 129, and a secondary equipment housing 130 containing or supporting a secondary power control system 132. Each of the primary equipment housing 126 and the secondary equipment housing 130 can be mounted to the chassis 104 rearward of the cab 102 and forward of the rear wheels 108. In other words, the primary equipment housing 126 and the secondary equipment housing 130 can be mounted to the chassis 104 proximate a rear side or surface 138 of the cab 102.

[0078] The chassis can include a first rail 134 and a second rail 136, which each extend parallel to the longitudinal axis L1-L1. In some examples, the primary equipment housing 126 can be coupled to the first rail 134 of the chassis 104 on the first side 118 of the vehicle. In some examples, the primary equipment housing 126 can extend downward from or relative to the first rail 134. In some examples, the primary equipment housing 126 can be offset from the longitudinal axis Li-Li in a lateral direction such that the primary equipment housing is closer to the first rail 134 than the second rail 136 of the chassis 104. In some examples, the primary equipment housing 126 can be coupled to the first rail 134 and not coupled to or uncoupled from the second rail 136.

[0079] In some examples, the secondary equipment housing 130 can be coupled to the first rail 134 and the second rail 136 of the chassis 104. In some examples, the secondary equipment housing 130 can extend over the first rail 134 and the second rail 136. In some examples, the secondary equipment housing 130 can be centered or approximately centered (e.g., + / - 10% of a distance between the first and second rails) over the first rail 134 and the second rail 1 6.

[0080] As can be seen in FIG. 3, the autonomous vehicle 100 further can further include a primary battery housing 140 having a first battery (or a first series of batteries) 142 housed therein and a secondary battery housing 144 having a second battery (or a second series of batteries) 146 housed therein. In some examples, the primary battery housing 140 can be coupled to the first rail 134 and the primary equipment housing 126 extends downward relative to or can be disposed below the primary battery housing 140. In some examples, the secondary battery housing 144 can be coupled to the first and second rails 134, 136 and extends therebetween, and the secondary equipment housing 130 extends over the secondary battery housing 144.

[0081] FIG. 4 shows a front view of the autonomous vehicle 100 with the cab 102 removed for illustrative purposes. As can be seen therein, panels (e.g., front, side, and top panels) of the primary battery housing 140 can be removed, and the first batteries 142 can be supported on a lower platform 148 of the housing 140.

[0082] FIGS. 5 and 6 are detailed views of the primary equipment housing and power control system 126, 128 and the primary battery housing 140 and the first batteries 142. The primaryequipment housing 126 can include one or more individually releasable panels that can be coupled to a frame or platform 150 of the housing. The panels can be removed to enable access to a portion of the interior of the housing. In some examples, the primary equipment housing 126 can include an exterior or first side panel 152, an interior or second side panel 153, a top panel 154, a bottom panel 155, a front panel 156, and a rear panel 158 coupled to the frame or platform 150 of the housing 126 (also shown in FIGS. 17-22).

[0083] As can be seen in FIG. 6, the side panel 152 and top panel 154 can be removed to access an interior space of the primary equipment housing 126 and the primary power control system 128 disposed therein, while the front panel 156 remains coupled to the frame or platform 150. For example, the side panel 152 and / or the top panel 154 can be removed or uncoupled from the frame or platform 150 to access converter(s) 160 and / or power control module(s) 162 of the primary power control system 128. In some examples, the panels are coupled to the frame or platform via fasteners (such as, screws, bolts, etc.). In some examples, the panels are coupled to the frame or platform via a complementary coupler mechanism (such as, a snap-fit mechanism, a latch mechanism, etc.).

[0084] FIGS. 7A and 7B show top views of the primary and tertiary power control system 128, 129. In some examples, the primary power control system 128 includes a first converter 160a and a first power control module 162a, and the tertiary power control system 129 includes a second converter 160b and a second power control modules 162b. In some examples, the first and second converters 160a, 160b can each be a DC / DC converter configured to act as step-down transformers for converting 48V power to 12V power to charge the first batteries 142. In some examples, the first and second power control modules 162a, 162b can each be an intelligent power control modules (iPDM) configured to receive signals from a sensor system of the autonomous vehicle 100 and transmit signals to actuate or control the steering and braking systems 114, 116 and / or other electrical component of the vehicle.

[0085] As can be seen in FIG. 7A, the primary and tertiary power control systems 128, 129 can further include a filter capacitor 164 disposed over one of the iPDMs and one of the converters. The filter capacitor 164 can be configured for filtering out specified frequencies or a specified range of frequencies from one or more circuits in the power network 120. As can be seen in FIG. 7B, the filter capacitor 164 can be releasable or removable to enable access to the covered iPDM and converter.

[0086] As can be seen in FIG. 7B, the first and second power control modules 162a, 162b can have a downward facing orientation while the first and second converters 160a, 160b have an upwardfacing orientation. In other words, the converters 160a, 160b can have an opposing or inverted orientation relative and the power control modules 162a, 162b within the primary equipment housing 126. As can be seen in FIG. 6, the frame or platform 150 can be configured to support the first and second converters 160a, 160b and the first and second power control modules 162a, 162b in the opposing orientation and can include a lower portion 150a supporting the first and second converters 160a, 160b and an upper portion 150b supporting the first and second power control modules 162a, 162b. The upper portion 150b can be offset in a vertical direction toward the first rail 134 and / or the primary battery housing 140 relative to the lower portion 150a. In some examples, the opposing orientation of the converters and the power control modules can enable and / or improve heat dissipation from the power control systems.

[0087] FIGS. 8 and 9 are rear views of the secondary equipment housing and power control system 130, 132. The secondary equipment housing 130 can include one or more individually releasable panels that can be coupled to a frame or platform 166 of the housing 130. The panels can be removed to enable access to a portion of the interior of the housing. In some examples, the secondary equipment housing 130 can include a first side panel 168, a second side panel 170, a top panel 172, a bottom panel 173, a front panel 174, and a rear panel 176 coupled to the frame or platform 150 of the housing 130 (also shown in FIGS. 17-20).

[0088] As can be seen in FIG. 9, one or more of the panels can be removed. In some examples, some of the panels can remain attached to the frame or platform while one or more other panels are removed to access certain components within the housing. For example, one or more of the panels (such as the top panel 172 and the rear panel 176) can be removed or uncoupled from the frame or platform 166 to access a converter 178 and / or a power control module 180 of the secondary power control system 132. In some examples, the panels are coupled to the frame or platform via fasteners (such as, screws, bolts, etc.). In some examples, the panels are coupled to the frame or platform via a coupler mechanism (such as, a snap-fit mechanism, a latch mechanism, etc.).

[0089] FIG. 10 shows a top view of the secondary power control system 132. In some examples, the secondary power control system 132 includes a converter 178 and a power control module 180. In other examples, the secondary power control system 132 can include two (or more) converters and two (or more) power control modules. In the present example, the including of a single converter and power control module can enable the secondary power control system and equipment housing to have a reduced profile relative to the primary control system and primary equipment housing. In some examples, the converter 178 can be a DC / DC converter configured to act as stepdown transformers for converting 48V power to 12V power to charge the second battery 146. Insome examples, the power control modules 180 can be an intelligent power control modules (iPDM) configured to receive signals from a sensor system of the autonomous vehicle 100 and transmit signals to actuate or control the steering and braking systems 114, 116. In some examples, the secondary power control system 132 can further include a filter capacitor similar to the filter capacitor 164.

[0090] As can be seen in FIG. 10, the control module 180 can have a downward facing orientation while the converter 178 has an upward facing orientation. In other words, the converter 178 and the power control module 180 can have an opposing or inverted orientation relative to each other within the secondary equipment housing 130. As can be seen in FIGS. 9 and 10, the frame or platform 166 can be configured to support the converter 178 and the power control module 180 in the opposing orientation and can include a lower portion 166a supporting the converter 178 and an upper portion 166b supporting the power control modules 180. The upper portion 166b can be offset in a vertical direction away from the first rail 134 and / or the secondary battery housing 144 relative to the lower portion 166a. In some examples, the opposing orientation of the converters and the power control modules can enable and / or improve heat dissipation from the power control system.

[0091] FIG. 11 illustrates an exemplary fastener 182 that can be utilized with either or both of the primary or secondary equipment housings 126, 130 (as well as for other components of the autonomous vehicle 100). The fastener 182 can be a “pass through” stud including a central bolt member 184, a first threaded member 186 extending from a first side of the bolt member 184, and a second threaded member 188 extending from a second (opposing) side of the bolt member 184. The central bolt 184 can include a channel or groove 190 configured to be fitted within an aperture with a frame or panel of the equipment housings and components can be fixed on the interior and exterior of the housing via the first and second threaded members 186, 188. For example, a portion of one of the panels can be affixed on the exterior of the frame via the threaded member 186 and a cable in communication with one of the iPDMs can be affixed to the interior of the frame via the threaded member 188.

[0092] It will be appreciated that the fasteners 182 can be utilized to affix or fasten other components of the primary or secondary equipment housings 126, 130 and / or the primary or secondary power control systems 128, 132. It will be further appreciated that other types of fasteners can be utilized in the primary or secondary equipment housings 126, 130 and / or the primary or secondary power control systems 128, 132.

[0093] FIGS. 12-16 illustrate an arrangement or configuration of the primary and secondary equipment housings 126, 130 and the primary and secondary battery housings 140, 144 relative to the first and second rails 134, 136, and relative to the rear panel or rear surface 138 of the cab 102 and a trailer 192 mounted to the rear end 112 of the chassis 104. FIGS. 12-16 additionally illustrate the positioning of the primary and secondary equipment housings 126, 130 and the primary and secondary battery housings 140, 144 relative to an exemplary turning radius 194 of the trailer 192.

[0094] As discussed above, the primary battery housing 140 and the primary equipment housing 126 can be coupled to the first rail 134, and the secondary battery housing 144 and the secondary equipment housing 130 can be coupled to the first rail 134 and the second rail 136.

[0095] In some examples, the primary battery housing 140 and the primary equipment housing 126 can be coupled at an exterior surface 196 the first rail 134. In some examples, the primary battery housing 140 and the primary equipment housing 126 can extend outwardly relative to the exterior surface 196 the first rail 134. In some examples, a top surface 198 of the primary battery housing 140 can be aligned with or below a top surface 200 of the first rail 134. In some examples, the primary equipment housing 126 can extend downward relative to a bottom surface 202 of the first rail 134. In some examples, the primary equipment housing 126 can extend or be disposed below the primary battery housing 140. In some examples, a longitudinal axis L2-L2 of the primary equipment housing 126 (i.e., a longitudinal centerline of the primary equipment housing) can be parallel to the longitudinal axis L1-L1 of the vehicle 100 (FIG. 17).

[0096] In some examples, the primary equipment housing 126 can have a height in a range of 262 to 362 mm, a width in a range of 688 to 788 mm, and a length in a range of 815 to 915 mm. In some examples, the primary battery housing 140 can have a height in a range of 13 to 113 mm, a width in a range of 291 to 391 mm, and a length in a range of 690 to 790 mm. In some examples, the primary equipment housing 126 can have a height in a range of 287 to 337 mm, a width in a range of 71 to 763 mm, and a length in a range of 840 to 890 mm. In some examples, the primary battery housing 140 can have a height in a range of 38 to 88 mm, a width in a range of 291 to 366 mm, and a length in a range of 715 to 765 mm. In some examples, the primary equipment housing 126 can have a height in a range of 302 to 322 mm, a width in a range of 728 to 748 mm, and a length in a range of 855 to 875 mm. In some examples, the primary battery housing 140 can have a height in a range of 53 to 73 mm, a width in a range of 331 to 351 mm, and a length in a range of 730 to 750 mm. In some examples, the primary equipment housing 126 can have a height of 312.6 + / - 50 mm, a width of 738 + / -50 mm, and a length of 865 + / -50 mm. In some examples, theprimary battery housing 140 can have a height of 63.5 + / -50 mm, a width of 341.5 + / -50 mm, and a length of 740 + / -50 mm.

[0097] The secondary equipment housing 130 can include a first vertical support member 204 for coupling a main body of the housing (including the frame or platform 166) to the exterior surface 196 (or other surfaces) of the first rail 134. In some examples, a first end of the first vertical support member 204 can be coupled to the exterior surface 196 of the first rail 134, and an opposing end of the first vertical support member 204 can be coupled to the frame or platform 166. The secondary equipment housing 130 can further include a second vertical support member 206 for coupling the main body to an exterior surface 208 (or other surfaces) of the second rail 136. In some examples, a first end of second vertical support member 206 can be coupled to the exterior surface 208 of the second rail 136, and an opposing end of the second vertical support member 206 can be coupled to the frame or platform 166. In some examples, the first vertical support member 204 can extend upward from the first rail 134 and the second vertical support member 206 can extend upward from the second rail 136, and the main body of the secondary equipment housing 130 can extend between the first vertical support member 204 and the second vertical support member 206. In some examples, the secondary equipment housing is disposed above top surfaces 200, 210 of the first and second rails 134, 136.

[0098] As can be seen in FIG. 12, the secondary equipment housing 130 can further include a cable housing 212 having cables and / or wires disposed or contained therein. The housing 212 can also be coupled to the exterior surface 196 and / or the top surface 200 of the first rail 134 and the frame or platform 166 of the secondary equipment housing 130.

[0099] The secondary battery housing 144 can be coupled to interior surfaces 214, 216 of the first and second rails 134, 136. In some examples, the secondary battery housing 144 can extend between the first and second rails 134, 136. In some examples, a top surface 218 of the secondary battery housing 144 can be aligned with or can be below the top surfaces 200, 210 of the first and second rails 134, 136. The secondary equipment housing 130 can extend over the first and second rails 134, 136 and over the secondary battery housing 144, and a space or an opening 221. can be disposed between the secondary equipment housing 130 and the secondary battery housing 144. A longitudinal axis L3-L3 of the secondary equipment housing 130 (i.e., a longitudinal centerline of the secondary equipment housing) can be perpendicular to the longitudinal axis L1-L1 of the vehicle 100 (FIG. 17).

[0100] In some examples, the main body of the secondary equipment housing 130 can have a height in a range of 169 to 269 mm, a width in a range of 331 to 431 mm, and a length in a range of804 to 904 mm. In some examples, each of the first and second vertical support members 204, 206 can have a length in a range of 464 to 564 mm, a width in a range of 100 to 200 mm, and a thickness in a range of 1 to 75 mm. In some examples, the secondary battery housing 144 can have a height in a range of 5 to 80 mm, a width in a range of 300 to 400 mm, and a length in a range of 786 to 886 mm. In some examples, the main body of the secondary equipment housing 130 can have a height in a range of 194 to 244 mm, a width in a range of 356 to 406 mm, and a length in a range of 829 to 879 mm. In some examples, each of the first and second vertical support members 204, 206 can have a length in a range of 489 to 539 mm, a width in a range of 125 to 175 mm, and a thickness in a range of 1 to 50 mm. In some examples, the secondary battery housing 144 can have a height in a range of 5 to 55 mm, a width in a range of 325 to 375 mm, and a length in a range of 811 to 861 mm. In some examples, the main body of the secondary equipment housing 130 can have a height in a range of 209 to 229 mm, a width in a range of 371 to 391 mm, and a length in a range of 844 to 864 mm. In some examples, each of the first and second vertical support members 204, 206 can have a length in a range of 504 to 524 mm, a width in a range of 140 to 160 mm, and a thickness in a range of 15 to 35 mm. In some examples, the secondary battery housing 144 can have a height in a range of 20 to 40 mm, a width in a range of 350 mm, and a length in a range of 826 to 846 mm. In some examples, the main body of the secondary equipment housing 130 can have a height of 219.6 + / -50 mm, a width of 381.6 + / -50 mm, and a length of 854.4 + / -50 mm. In some examples, each of the first and second vertical support members 204, 206 can have a length of 514 + / -50 mm, a width of 150.8 + / -50 mm, and a thickness of 25 + / -5 mm. In some examples, the secondary battery housing 144 can have a height of 30 + / -5 mm, a width of 350 + / -50 mm, and a length of 836 + / -50 mm.

[0101] The arrangement and / or configuration of the primary and secondary equipment housings 126, 130 and the primary and secondary battery housings 140, 144 within the vehicle 100 can accommodate the coupling of the trailer 192 to the chassis 104 and its turning radius 194. In some examples, when coupled and / or mounted to the autonomous vehicle 100, the trailer 192 can be disposed above and extend over the top surfaces 200, 210 of the first and second rails 134, 136. As the primary battery housing 140 and the primary equipment housing 126 can extend outward and downward relative to the first rail 134, they cause neither interference with the coupling of the trailer 192 to the chassis 104 nor interference with its turning radius 194. Similarly, as the secondary battery housing 144 can extend between the first and second rails 134, 136 and below the top surfaces 200, 210 thereof, it causes neither interference with the coupling of the trailer 192 to the chassis 104 nor interference with its turning radius 194.

[0102] Although the secondary equipment housing 130 can extend upward relative to the top surfaces 200, 210 of the rails 134, 136, the orientation of the secondary equipment housing 130 (such that the longitudinal axis L3-L3 is perpendicular to the longitudinal axis L1-L1 of the vehicle 100) can provide sufficient clearance for the coupling of the trailer 192 to the chassis 104 and for its turning radius 194. In some examples, a distance a between the rear surface 138 of the cab 102 and the rear panel 176 of the secondary equipment housing 130 can be selected to provide clearance for the coupling of the trailer 192 to the chassis 104 and the turning radius 194 (FIG. 17). In some examples, the distance a is in a range of 403 to 503 mm, such as a range of 428 to 478 mm or a range of 443 to 463 mm. In some examples, the distance a is 453.6 + / - 50 mm.

[0103] FIGS. 17-18 further illustrate the arrangement of the primary and secondary equipment housings 126, 130 relative to each other and the longitudinal axis L1-L1 of the autonomous vehicle 100. As can be seen therein, each of the primary equipment housing 126 and the secondary equipment housing 1 0 can comprise a first side surface (formed by the first side panel 152 of the primary equipment housing 126 and the first side panel 168 of the secondary equipment housing 130) oriented toward the first side 118 of the vehicle 100. The first side panel 152 (forming its exterior surface) of the primary equipment housing 126 can be a distance b from a vertical plane V- V extending along the longitudinal axis L1-L1 of the vehicle 100. The first side panel 168 (forming its exterior surface) of the secondary equipment housing 130 can be a distance c from the vertical plane V-V.

[0104] In some examples, the distance b is in a range of 1030 to 1130 mm, such as a range of 1055 to 1105 mm or a range of 1070 to 1090 mm. In some examples, the distance b is 1080 + / - 50 mm, such as 1060 mm, 1070 mm, 1080 mm, 1090 mm, 1100 mm, etc. In some examples, the distance c is in a range of 374 to 474 mm, such as a range of 399 to 449 mm or a range of 414 to 434 mm. In some examples, the distance c is 424 + / - 50 mm, such as 404 mm, 414 mm, 424 mm, 434 mm, 444 mm, 454 mm, etc. In some examples, the distance b is greater than the distance c. In some examples, a ratio of the distance b to the distance c is in a range of 2 to 3.1, such as a range of 2 to 3, a range of 2.17 to 3.02, a range of 2.5 to 2.75, or a range of 2.6 to 2.8.

[0105] In some examples, the first side panel 168 (forming its exterior surface) of the secondary equipment housing 1 0 can be laterally offset from the first side panel 152 (forming its exterior surface) of the primary equipment housing 126 in a direction toward the second side 119 of the vehicle 100 by an offset distance d. In some examples, the offset distance d is in a range of 605 to 705 mm, such as a range of 630 to 680 mm or a range of 645 to 665 mm. In some examples, the offset distance d is 655 + / - 50 mm, such as 635 mm, 645 mm, 655 mm, 665 mm, 675 mm, 685 mm,690 mm, etc. Thus, in some examples, the secondary equipment housing 130 can be offset from the first side 118 of the vehicle 100 and the primary equipment housing 126 toward a vertical plane extending along the longitudinal axis Li-Li. In some examples, the secondary equipment housing 130 can be centered over the longitudinal axis Li-Li. As discussed above, being at the centered position or at the position offset from the first side of the vehicle can protect the secondary equipment housing 130 and the secondary power control system 132 housed therein from a side impact of the vehicle that may damage the primary power control system 128 housed within the primary equipment housing 126.

[0106] FIGS. 19-24 show additional views of the primary and secondary equipment housings 126, 130 and the primary and secondary power control systems 128, 132. As discussed above, each of the primary and secondary equipment housings 126, 130 can include one or more removable and / or releasable panels that can be coupled to an underlying a frame or platform 150, 166. Specifically, the primary equipment housing 126 can include the exterior side panel 152, the top panel 154, the front panel 156, and the rear panel 158 coupled to the frame or platform 150. The secondary equipment housing 130 can include the first side panel 168, the second side panel 170, the top panel 172, the front panel 174, and the rear panel 176 coupled to the frame or platform 166.

[0107] As can be seen in FIGS. 19-20, the front panel 156 and the rear panel 158 of the primary equipment housing 126 can include louvers or vents 220a, 220b. In some examples, the louvers 220a, 220b can be and / or function as a passive cooling system for the primary power control system 128 within the primary equipment housing 126 by enabling air flow through and / or into the primary equipment housing 126. In some examples, the louvers 220a, 220b can extend vertically relative to the longitudinal axis L2-L2 of the primary equipment housing 126. In some examples, an opening of each of the louvers 220a, 220b can be oriented a direction toward an interior of the chassis 104 (e.g., in a direction away from the exterior side panel 152). In other words, the louvers 220a, 220b can be oriented away from the first side 118 and toward the second side 119 the vehicle 100. In some examples, the other panels 152, 153, 154, 155 of the housing 126 can lack louvers and form a closed and / or continuous surface or panel. In other examples, one or more of the other panels 152, 153, 154, 155 of the housing 126 can include louvers or other openings.

[0108] As can be seen in FIG. 19, the rear panel 176 of the secondary equipment housing 130 can include louvers or vents 222. In some examples, the louvers 222 can be and / or can function as a passive cooling system for the secondary power control system 132 within the secondary equipment housing 130 by enabling air flow through and / or into the secondary equipment housing 130. In some examples, the louvers 222 can extend parallel relative to the longitudinal axis L3-L3of the secondary equipment housing 130. In some examples, an opening of each of the louvers 222 is oriented a downward direction toward the first and second rails 134, 136. In some examples, the other panels 168, 170, 172, 174 of the housing 130 can lack louvers and can form a closed and / or continuous surface or panel. In other examples, one or more of the other panels 168, 170, 172, 174 of the housing 130 can include louvers or other openings.

[0109] In some examples, the primary equipment housing 126 and / or the secondary equipment housing 130 can include additional or alternate cooling system, such as one or more fans disposed within the housing. In some examples, the louvers 220a, 220b, and / or 222 can have a different configuration. For example, the 220a and / or 220b can include openings oriented in a direction toward an exterior of the chassis 104 (e.g., in direction toward the first side 118 and away from the second side 119 of the vehicle). In another example, the louvers 222 can have a perpendicular orientation relative to the longitudinal axis L3-L3 of the secondary equipment housing 130.

[0110] FIGS. 21-23 show the primary equipment housing 126 with one or more of the panels removed to enable access to the components of the power control system 128. In a first example illustrated in FIG. 21 (similar to FIG. 6), the first side panel 152 can be removed and / or uncoupled from the frame or platform 150 to access the converters 160a, 160b and / or the power control modules 162a, 162b of the primary power control system 128, while other panels of the housing (such as, the front panel 156 and the rear panel 158) remain attached to the frame 150. In another example shown in FIG. 22, the bottom panel 155 and the rear panel 158 can be removed and / or uncoupled from the frame or platform 150 to access the power control modules 162a, 162b of the primary power control system 128, while other panels of the housing (such as, the front panel 156 and the first side panel 152) remain attached to the frame 150. In yet another example shown in FIG. 23, the front panel 156 can be removed and / or uncoupled from the frame or platform 150 to access the converters 160a, 160b of the primary power control system 128, while other panels of the housing (such as, the first side panel 152 and the second side panel 153) remain attached to the frame 150.

[0111] FIG. 24 shows the secondary equipment housing 130 with one or more of the panels removed to enable access to the components of the secondary power control system 132. As can be seen therein, the rear panel 176, the top panel 172, the bottom panel 173, and the front panel 174 can be removed or uncoupled from the frame or platform 166 to access the converter 178 and / or the power control module 180 of the secondary power control system 132, while other panels of the housing (such as, the first side panel 168 and the second side panel 170) remain attached to the frame 166.

[0112] It will be appreciated that more of fewer of the panels of the panels can be removed to enable access to a desired or selected portion of the interior of the primary and / or secondary equipment housings 126, 130 or a desired or selected portion of the primary and / or secondary power control systems 128, 132. In some examples, one or more of the panels can be nonremovable or fixed to the frame of the housing while one or more other panels are removable.

[0113] As discussed above, an assembly for adapting or converting a vehicle to an autonomous vehicle can include one or more of the components discussed above with respect to FIGS. 1-24. In some examples, the assembly can include a first equipment housing (for example, the primary equipment housing 126 having the primary power control system contained or mountable therein) and a second equipment housing (for example, the secondary equipment housing 130 having the secondary power control system 132 contained or mountable therein). In some examples, assembly can further include the tertiary power control system 129 contained or mountable within the first equipment housing.

[0114] In some examples, the assembly further can further include a lower panel (for example, the platform or tray 148) for the primary battery housing 140, and the lower panel can be configured to enable attachment of the primary equipment housing 126 to and / or below the primary battery housing 140. In some examples, the assembly can further include first and second vertical support members 204, 206 each configured to be coupled to one of the first or second rails 134, 136 at a first end thereof and to be coupled to a side panel or other surface of the secondary equipment housing 130 at a second end thereof.

[0115] Turning to FIGS. 25A-25D, exemplary fastener assemblies 300, 302, 304, 306 (also referred to herein as “brackets”) that can be utilized for attachment of the one or more of the foregoing components (such as, for example, the primary battery housing, the primary equipment housing, the secondary battery housing, and / or the secondary equipment housing described above) to each other and / or to the rails of the vehicle are shown and described. In some examples, one type of fastener assembly can be used in combinations with another of the fastener assemblies (for example, the fastener assembly 302 can be used to attach a first side of the primary battery housing to the first rail and the fastener assembly 306 can be used to attach a second side of the primary battery housing to the first rail). In some examples, the fastener assemblies (and / or combinations thereof) can be selected to improve loading conditions, improve stress, and / or improve a system frequency for one or more of the foregoing components (such as, for example, the primary battery housing, the primary equipment housing, the secondary battery housing, and / or the secondary equipment housing described above).

[0116] For example, FIG. 25 A shows a first fastener assembly 300 and FIG. 25B shows a second fastener assembly 302. Each of the fastener assemblies 300, 302 can be angled brackets comprising a metal sheet having a bend therein that forms two perpendicular walls. Each of the walls can include apertures for receiving a fastener, such as a pin, a screw, a bolt, etc., therethrough. In some examples, one of the walls is coupled to a first component of the vehicle (for example, the first rail) while the other wall is coupled to a second component of the vehicle (for example, a first side of the primary battery housing). In some examples, each of the metal sheets forming the fastener assemblies 300, 302 can have a thickness in a range of 6 mm to 10 mm, such as, for example, 7.94 mm. In some examples, the metal sheets of the fastener assemblies 300, 302 can comprise aluminum. In some examples, the metal sheets of the fastener assemblies 300, 302 can comprise steel.

[0117] FIGS. 25C illustrates a third fastener assembly 304 and FIG. 25D illustrates a fourth fastener assembly 306. Each of the fastener assemblies 304, 306 can be a molded bracket comprising a body having a first set of channels oriented in a first direction and a second set of channels oriented in a second direction that is perpendicular to the first direction. Each of the channels can be configured for receiving a fastener, such as a pin, a screw, a bolt, etc., therethrough. In some examples, the first set of channels are coupled to a first component of the vehicle (for example, the first rail) while the second set of channels coupled to a second component of the vehicle (for example, a first side of the primary battery housing). In some examples, the molded bodies of the fastener assemblies 304, 306 can comprise aluminum. In some examples, the molded bodies of the fastener assemblies 300, 302 can comprise steel.

[0118] In some examples, the fastener assemblies 300, 302 can enable or contribute to a lower system frequency during operation of the vehicle when utilized for coupling two components of the vehicle (for example, when utilized to couple the primary battery housing the first rail). In some examples, the fastener assemblies 304, 306 can enable or contribute to reduced stress on the attachment points between two components of the vehicle (for example, when utilized to couple the primary battery housing the first rail) during operation of the vehicle. As noted above, in some examples, a combination of fasteners can be utilized for coupling components of the vehicle. For example, the fastener assembly 302 can be couple of first portion (for example, a front end portion) of the primary battery housing to the first rail and the fastener assembly 306 can be utilized to couple a second portion (for example, a rear end portion) of the primary battery to the first rail. In some examples, the foregoing configuration can enable reduced stresses on the points of contact (coupling) between the fastener assemblies and the first rail and / or the points of contact (coupling)between the fastener assemblies and the primary battery housing. Further, in some examples, the foregoing configuration can enable reduced system frequency relative to using only the fastener assemblies 304, 306. In some examples, the foregoing configuration can have a system frequency in a range of 14 Hz to 16 Hz, such as, for examples, 15.2 Hz.Additional Examples of the Disclosed Technology

[0119] In view of the above-described implementations of the disclosed subject matter, this application discloses the additional examples, such as, for example, those described in claims 1-44 below. It should be noted that one feature of an example in isolation or more than one feature of the example taken in combination and, optionally, in combination with one or more features of one or more further examples are further examples also falling within the disclosure of this application.

[0120] The features described herein with regard to any example can be combined with other features described in any one or more of the other examples, unless otherwise stated. For example, any one or more of the features of one equipment housing can be combined with any one or more features of another equipment housing.

[0121] In view of the many possible ways in which the principles of the disclosure may be applied, it should be recognized that the illustrated configurations depict examples of the disclosed technology and should not be taken as limiting the scope of the disclosure nor the claims. Rather, the scope of the claimed subject matter is defined by the following claims and their equivalents.

Claims

We claim:

1. An assembly for adapting a vehicle to an autonomous vehicle, the vehicle including a steering system and a braking system, a chassis comprising a first rail and a second rail that extend parallel to a longitudinal axis of the vehicle, a battery housing coupled to the first rail, and a cab attached to the chassis, the cab having a front side defining a front end of the vehicle and a rear side opposing the front side, the assembly comprising: a primary equipment housing; a primary power control system contained within the primary equipment housing and configured for communication with the steering system and the braking system; a secondary equipment housing; and a secondary power control system contained within secondary equipment housing and configured for communication with the steering system and the braking system; wherein the primary equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and below the battery housing such that the primary equipment housing is offset from the longitudinal axis of the vehicle in a lateral direction and closer to the first rail than the second rail; and wherein the secondary equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and extend over the first rail and the second rail.

2. The assembly of claim 1, further comprising a lower panel for the battery housing, the lower panel configured for coupling of the primary equipment housing to the battery housing.

3. The assembly of claim 1, further comprising a first vertical support member and a second vertical support member, wherein the first vertical support member is configured to be coupled to and extend upward from the first rail and the second vertical support member is configured to be coupled to and extend upward from the second rail, and wherein secondary equipment housing is configured to be coupled to the first vertical support member and the second vertical support member.

4. The assembly of claim 1, wherein the primary power control system comprises a first power distribution module configured to actuate the steering system and the braking system and a first DC / DC converter in communication with the first power distribution module, and wherein the secondary power control system comprises a second power distribution moduleconfigured to actuate the steering and braking systems, and a second DC / DC converter in communication with the second power distribution module.

5. The assembly of claim 4, wherein the primary equipment housing and the secondary equipment housing are configured such that, when coupled to the vehicle, the first DC / DC converter in an upward facing orientation and the first power distribution model is in a downward facing orientation, and wherein the second DC / DC converter in an upward facing orientation and the second power distribution model is in a downward facing orientation.

6. The assembly of claim 1, wherein the primary equipment housing comprises a front panel, a rear panel, a first side panel, and a second side panel, wherein each of the front panel and the rear panel includes a plurality of louvers, and wherein the first and second side panels lack louvers.

7. The assembly of claim 1, wherein the secondary equipment housing comprises a front panel, a rear panel, a first side panel, and a second side panel, wherein the rear panel includes a plurality of louvers, and wherein the first and second side panels and the front panel lack louvers.

8. The assembly of claim 1, wherein the primary equipment housing is configured such that, when coupled to the vehicle, a longitudinal axis of the primary equipment housing is parallel to the longitudinal axis of the vehicle, and wherein the secondary equipment housing is configured such that, when coupled to the vehicle, a longitudinal axis of the secondary equipment housing is perpendicular to the longitudinal axis of the vehicle.

9. The assembly of claim 1, further comprising a tertiary power control system contained within the primary equipment housing and configured for communication with one or more of a headlight, a cabin light, or a starter of the vehicle.

10. The assembly of claim 1, wherein the primary equipment housing and the secondary equipment housing are configured such that, when coupled to the vehicle, an offset distance between a first side surface of the primary equipment housing and a first side surface of the secondary equipment housing is in a range of 605 to 705 mm.

11. The assembly of claim 1, wherein the primary power control system is configured to control normal operation of the steering system and the braking system, and the secondary power control system is configured to control the steering system and the braking system when operability of the primary power control system is disrupted.

12. An assembly for adapting a vehicle to an autonomous vehicle, the vehicle including a steering system and a braking system, a chassis comprising a first rail and a second rail that extend parallel to a longitudinal axis of the vehicle, a battery housing coupled to the first rail, and a cab attached to the chassis, the cab having a front side defining a front end of the vehicle and a rear side opposing the front side, the assembly comprising: a first equipment housing; a first power control system contained within the first equipment housing and configured for communication with the steering system and the braking system; a second equipment housing; and a second power control system contained within second equipment housing and configured for communication with the steering system and the braking system; wherein the first equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and below the battery housing; wherein the second equipment housing is configured to be coupled to the vehicle behind the rear side of the cab and extend over the first rail and the second rail; wherein each of the first equipment housing and the second equipment housing comprises a first side surface configured to be oriented toward a first side of the vehicle; and wherein the first equipment housing and the second equipment housing are configured such that, when coupled to the vehicle, the first side surface of the first equipment housing is a first distance from a vertical plane extending along the longitudinal axis of the vehicle and the first side surface of the second equipment housing is a second distance from the vertical plane extending through the longitudinal axis of the vehicle, the first distance greater than the second distance.

13. The assembly of claim 12, wherein a ratio of the first distance to the second distance is a range of 2 to 3.1.

14. The assembly of claim 12, wherein the first equipment housing and the second equipment housing are configured such that, when coupled to the vehicle, an offset distancebetween the first side surface of the first equipment housing and the first side surface of the second equipment housing is in a range of 605 mm to 705 mm.

15. The assembly of claim 12, further comprising a lower panel for the battery housing, the lower panel configured for coupling of the first equipment housing to the battery housing.

16. The assembly of claim 12, further comprising a first vertical support member and a second vertical support member, wherein the first vertical support member is configured to be coupled to and extend upward from the first rail and the second vertical support member is configured to be coupled to and extend upward from the second rail, and wherein second equipment housing is configured to be coupled to the first vertical support member and the second vertical support member.

17. The assembly of claim 12, wherein the first power control system is configured to control normal operation of the steering system and the braking system, and the second power control system is configured to control the steering system and the braking system when operability of the first power control system is disrupted.

18. The assembly of claim 12, wherein the second power control system is configured to control normal operation of the steering system and the braking system, and the first power control system is configured to control the steering system and the braking system when operability of the second power control system is disrupted.

19. The assembly of claim 12, wherein the first power control system comprises a first power distribution module configured to actuate the steering system and the braking system and a first DC / DC converter in communication with the first power distribution module, and wherein the second power control system comprises a second power distribution module configured to actuate the steering and braking systems, and a second DC / DC converter in communication with the second power distribution module.

20. The assembly of claim 19, wherein the first equipment housing and the second equipment housing are configured such that, when coupled to the vehicle, the first DC / DC converter in an upward facing orientation and the first power distribution model is in a downwardfacing orientation, and wherein the second DC / DC converter in an upward facing orientation and the second power distribution model is in a downward facing orientation.

21. The assembly of claim 12, wherein the first equipment housing comprises a front panel, a rear panel, a first side panel, and a second side panel, wherein each of the front panel and the rear panel includes a plurality of louvers, and wherein the first and second side panels lack louvers.

22. The assembly of claim 12, wherein the second equipment housing comprises a front panel, a rear panel, a first side panel, and a second side panel, wherein the rear panel includes a plurality of louvers, and wherein the first and second side panels and the front panel lack louvers.

23. The assembly of claim 1, wherein the first equipment housing is configured such that, when coupled to the vehicle, a longitudinal axis of the first equipment housing is parallel to the longitudinal axis of the vehicle, and wherein the second equipment housing is configured such that, when coupled to the vehicle, a longitudinal axis of the second equipment housing is perpendicular to the longitudinal axis of the vehicle.

24. The assembly of claim 1, further comprising a third power control system contained within the first equipment housing and configured for communication with one or more of a headlight, a cabin light, or a starter of the vehicle.

25. A power control assembly for an autonomous vehicle, the autonomous vehicle including a steering system, a braking system, a chassis comprising a first rail and a second rail that extend parallel to a longitudinal axis of the autonomous vehicle, and a cab attached to the chassis, the cab having a front side defining a front end of the vehicle and a rear side opposing the front side, the power control assembly comprising: a primary equipment housing coupled to the chassis behind the rear side of the cab, wherein the primary equipment housing is offset from the longitudinal axis in a lateral direction such that the primary equipment housing is closer to the first rail than the second rail; a primary power control system received in the primary equipment housing, the primary operation system comprising: a first power distribution module configured to actuate the steering system and the braking system; anda first DC / DC converter in communication with the first power distribution module and configured to charge a first battery; a secondary equipment housing coupled to the chassis behind the rear side of the cab, the secondary equipment housing extending over the first rail and the second rail; and a secondary power control system received in the secondary equipment housing, the secondary power control system comprising: a second power distribution module configured to actuate the steering and braking systems; and a second DC / DC converter in communication with the second power distribution module and configured to charge a second battery.

26. The power control assembly of claim 25, wherein the primary equipment housing is coupled to the first rail and is not coupled to the second rail.

27. The power control assembly of claim 26, wherein the first rail has an interior surface facing toward the second rail and an exterior surface opposing the interior surface, wherein the primary equipment housing is coupled to the exterior surface of the first rail.

28. The power control assembly of claim 26, further comprising a first battery housing for receiving the first battery, wherein at least a portion of the primary equipment housing extends downward from the first rail below the first battery housing.

29. The power control assembly of claim 25, wherein the secondary equipment housing is coupled to the first rail and to the second rail.

30. The power control assembly of claim 29, wherein the secondary equipment housing comprises a first vertical support member, a second vertical support member, and a main body housing, wherein the first vertical support member is coupled to the first rail via and the second vertical support member is coupled to the second rail, wherein the first vertical support member extends upward from the first rail and the second vertical support member extends upward from the second rail, and wherein the main body housing extends between the first vertical support member and the second vertical support member.

31. The power control assembly of claim 25, further comprising a second battery housing for receiving the second battery, the second battery housing disposed between the first rail and the second rail, wherein the secondary equipment housing extends over the second battery housing.

32. The power control assembly of claim 25, wherein the secondary equipment housing is centered over the first rail and the second rail.

33. The power control assembly of claim 25, wherein each of the primary equipment housing and the secondary equipment housing comprises a first side surface oriented toward a first side of the vehicle, and wherein the first side surface of the primary equipment housing is a first distance from a vertical plane extending along the longitudinal axis of the vehicle and the first side surface of the secondary equipment housing is a second distance from the vertical plane extending through the longitudinal axis of the vehicle, the first distance greater than the second distance.

34. The power control assembly of claim 33, wherein a ratio of the first distance to the second distance is a range of 2 to 3.1.

35. The power control assembly of claim 25, wherein each of the primary equipment housing and the secondary equipment housing comprises a first side surface oriented toward a first side of the autonomous vehicle, and wherein the first side surface of the secondary equipment housing is laterally offset from a first side surface of the primary equipment housing in a direction toward a second opposing side of the autonomous vehicle by an offset distance.

36. The power control assembly of claim 35, wherein the offset distance is a range of 605 mm to 705 mm.

37. The power control assembly of claim 25, wherein the first power distribution module is a first intelligent power distribution module (iPDM) and the second power distribution module is a second intelligent power distribution module (iPDM); and wherein the first DC / DC converter is upward facing and the first iPDM is downward facing within the primary equipment housing, and wherein the second DC / DC converter is upward facing and the second iPDM is downward facing within the secondary equipment housing.

38. The power control assembly of claim 25, wherein the primary equipment housing comprises a front panel and a rear panel; and wherein each of the front panel and the rear panel includes a plurality of louvers, and wherein side panels of the primary equipment housing lack louvers.

39. The power control assembly of claim 38, wherein the primary equipment housing is disposed on a first side of the autonomous vehicle, and wherein the plurality of louvers are oriented toward a second opposing side of the autonomous vehicle.

40. An autonomous vehicle including a steering system, a braking system, and one or more sensors, the autonomous vehicle comprising: a chassis comprising one or more rails that extend parallel to a longitudinal axis of the autonomous vehicle; a cab attached to the chassis, the cab having a front side defining a front end of the autonomous vehicle and a rear side opposing the front side; a primary equipment housing containing a primary power control system, the primary equipment housing coupled to the chassis behind the rear side of the cab and at a first side of the one or more rails; and a secondary equipment housing containing a secondary power control system, the secondary equipment housing coupled to the chassis behind the rear side of the cab and spaced inwardly relative to the primary equipment housing in a direction toward the longitudinal axis.

41. The autonomous vehicle of claim 40, wherein each of the primary equipment housing and the secondary equipment housing comprises a first side surface oriented toward a first side of the autonomous vehicle, and wherein the first side surface of the primary equipment housing is a first distance from a vertical plane extending along the longitudinal axis of the autonomous vehicle and the first side surface of the secondary equipment housing is a second distance from the vertical plane extending through the longitudinal axis of the autonomous vehicle, the first distance greater than the second distance.

42. The autonomous vehicle of claim 40, wherein: the primary power control system comprises:a first intelligent power distribution module (iPDM) configured to receive signals from the sensors and transmit signals to control the steering and braking systems, the first iPDM in a downward facing orientation with the primary equipment housing; and a first DC / DC converter configured to charge a first battery, the first DC / DC converter in an upward facing orientation within the primary equipment housing; and the secondary power control system comprises: a second intelligent power distribution module (iPDM) configured to receive signals from the sensors and transmit signals to control the steering and braking systems, the second iPDM in an upward facing orientation with the secondary equipment housing; and a second DC / DC converter configured to charge a second battery, the second DC / DC converter in a downward facing orientation within the primary equipment housing.

43. The autonomous vehicle of claim 40, wherein the primary equipment housing extends below the one or more rails, and wherein the secondary equipment housing extends over the one or more rails.

44. An autonomous vehicle including a steering system, a braking system, and one or more sensors, the autonomous vehicle comprising: a chassis comprising one or more rails that extend parallel to a longitudinal axis of the autonomous vehicle; a cab attached to the chassis, the cab having a front side defining a front end of the autonomous vehicle and a rear side opposing the front side; a primary equipment housing containing a primary power control system, the primary equipment housing coupled to the chassis and extending upward relative to the one or more rails; and a secondary equipment housing containing a secondary power control system, the secondary equipment housing coupled to the chassis and extending downward relative to the one or more rails; wherein each of the primary equipment housing and the secondary equipment housing comprises a first side surface oriented toward a first side of the autonomous vehicle, and wherein the first side surface of the primary equipment housing is a first distance from a vertical plane extending along the longitudinal axis of the autonomous vehicle and the first side surface of the secondary equipment housing is a second distance from the vertical plane extending through the longitudinal axis of the autonomous vehicle, the first distance greater than the second distance.

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